Two-cycle quick-combustion engine



W. U. UERNANDT.

TWO-CYCLE QUICK COMHlJSIHlN ENGINE.

APPLICAHUN mu) 1mm, was.

1 A} 1 m1 Q}, Patented Mar. 2&3, M223.

2 SHtLlS SHEEI l- WZ'M e55 Waldo G. Gema 77m UNlTED STATES PATENTOFFICE.

WALDO G. GERNANDT, OF CHICAGO, ILLINOIS. ASSIGNOR TOGERNANDT MOTOR COR-PORATION, CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TWO-CYCLE QUICK-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 28, 1922.

Application filed July 8, 1919. Serial No. 308,532.

To all whom it 'ma'y coucewt:

Be it known that I, WAIZDo G. GERNANDT, a citizen of the United States,and a resident of the city of Chicago, in the county of Cook and Stateof Illinois, have invented certain new and useful Improvements in a Two-Cycle Quick-Combustion Engine. of which the following, when taken inconnection with the drawings accompanying and forming a part thereof, isa specification.

This invention relates to a hydro-carbon engine of the Hvid and Dieseltypes, and particularly to an arrangement of new and novel featureswherebya two cycle engine of said types is obtained.

Four cycle engines of the above named types are well known in the art.'andthe ob ects of this invention include. means to simplify theintroduction and control of the hydro-carbon fuel, means to quicklyintroduce and well distribute, in the vaporizing receptacle, the oilused as fuel; and means to thoroughly vaporize and introduce the fuel tothe combustion chamber of the engin Additional objects 'are to obtain atwo cycle engine of the types named which is simple in construction.durable in operation. flexibl in action. econon'iically made, and easilyunderstood and controlled.

I have illustrated constructions embodying this invention in thedrawings referred to, in which- Fig. 1 is a vertical sectional view, atright angles to the crank shaft;

Fig. 2 is a like view of the upper end of the engine cylinder, showing amodified construction of some of the parts in elevation; and

Fig. 3 is a vertical sectional view, on an enlarged scale, of the fuelcontrolling mem' bers.

A reference character applied to designate a given part indicates saidpart throughout the several figures of the drawing, wherever the sameappears.

A represents the crank case of the engine; B the cylinder, B the piston,I) the connection rod, C the crank shaft bearing at the lower end ofsaid connection rod. and D the crank. E represents the water space orcltliairtiber of the engine, and ,F the crank s a The position of crankD at an angular distance of 180 from the position in which it isillustrated by full lines, (in section) in Fig. l, is indicated by thebroken lines which are lettered D.

(ir represents a cam shaft and g a cam thereon. Cam shaft G turns one toone with the crank shaft F, and the broken lines lettered H. H, indicatethe intermeshing gear wheels by means of which the revolutions of thecrank shaft are transmitted to the cam shaft. The direction. of rotationof the crank and cam shafts are indicated by the arrow heads on saidbroken lines, lettered I represents a vertical tappet, which islongitudinally movable, and is raised by cam y when the crank shaft isin the position, substantially, which is indicated by broken lines D;and J represents the crank case check valve, which is yieldingly held toits seat by spring j. Valve J is arranged to pen mit air to flowtherethrough on the compression travel of piston B, and to prevent theflow of air from the crank case A on the travel of said piston in theopposite direction. X represents the air conduit or passage way fromcrank case A to cylinder B; and Y the exhaust passage way from saidcylinder.

The foregoing recited members and elements are common to two cycleengines, and are illustrated and described to clearly disclose therelation thereof to the construction embodying the invention,

K represents a valve which is yieldingly held to its seat by spring K.In. represents an annular groove on valve K, and 7c the stem of saidvalve. L represents the seat of valve K. and M a cup which serves as afuel container and vaporizer. m, or, represent restricted passagewayswhich communicate with said container M and with the combustion chamber.N. of the engine. n, represents the baffle plate which directs airentering cylinder B from inlet X. upward, at the end of the power travelof piston B. and until the port formed by said inlet is closed by thecompression travel of said piston.

0 represents a rocking bar which is fulcrumed on pin 0. betweenstandards 0',

and P a push bar or rod, which is seated in combustion -chamber.

earners cup I, and extends therefrom to said lever O, to actuate thelever on the upward movement of the cup and rod. ()ne end of lever (l isconnected to stem is of valve K, and said upward movement of the pushrod P unseats said valve, against the resiliency of spring K.

Q represents a conduit which communicates at its inlet end with thepassageway X, and at its outlet or discharge end with the passageway g.Passageway q communicates at its discharge end with the annular chamberor space 9, around the stem of valve K, (see Fig. 3), adjacent to valveseat L. The pressure in said annular passageway 9 corresponds with thepressure in passageway X, as does also the pressure in annular space orchamber 9.

Z, (Fig. 1), and Z, (Fig. 2), respectively represent a fuel receptacle.R- represents a conduit Or pipe communicating at its receiving end withreceptacle Z, and at its discharge end with annular chamber 9" aroundthe needle valve S, and when said needle valve is unseated a determineddistance a I determined quantity of said fuel flows from said annularchamber into passageway r. The quantity of fuel supplied to thecombustion chamber of the engine is controlled by said position of theneedle valve S; and

its position is easily adjusted by means 0 bell crank T and link t, inthe ordinary way .of adjusting carbureters.

On the opening or unseating of valve K in the construction illustratedin Figs. 1 and 2, air and fuel are supplied to said receptacle.

Ignition is obtained in this, as well as in other engines of this type,by heat de veloped inv compression, and the initial combustion occurs incup M, as air is forced thereinto on-the compression stroke of piston B,in the construction illustrated in Figs. 1 and 2.

The quantity of air supplied, however, is not sufficient to ignite allthe contents of said cup M, the more volatile elements thereof, only,being i nited therein. The heat and pressure deve oped by said ignitionvolatilizes an additional quantity of the fuel in the cup, and saidpressure is sufiicient to force the fuel ,contents of the cup throughthe'restricted .passageways m, m, into combustion chamb er N and aInonthe air therein, under pressure, said fuel eing in a finely atomizedcondition; and upon said injection ignition thereof occurs in said Inthe operation of theengine the fuel contained in annular groove 70 isblown intoreceptacle M, in a thin atomized sheet or spray, periphery ofvalve 1 and upon the forcing of air thereinto through the restrictedapertures m, m, from the combustion chamber in Fig.

extendin entirely around the N, there is, at all times, a rapidcombustion obtained, sufficient to force the remainder of the fuel fromsaid. receptacle into the air, (under pressure), in said combustionchamber.

Tn the modification which is illustrated 2, the conduit or pipe Qcommunicates," at its inlet end, with passageway X, and at its dischargeend with tank Z, through check valve U. The pressure in said tankapproximates the greatest pressure in said passageway, (and in the crankcase A). Broken line V indicates thehighest level of the hydrocarbon oilin=said tank Z. represents an air supply pipe, the inlet end whereofcommunicates} wit said tank, above said charge end sageway g, in thesame manner plpe Q communicates with said passageway in Fig. 1. Pipe; Rcommunicates, at its inlet end, with said tank Z below the level of. theoil therein, and at its discharge end-alivvith annular space or chamber1", manner as in said Fig. 1.

The operation of the device is-On raising valve S and admitting fuel toannular space 1', and thereafter turning the engine oyer, air, underpressure, is admitted to annular chamber or space 9' at the timepiston-B f approaches the end of the power travel thereof, and at saidtime the valve is forcedf'rom its seat. forced into receptacle M, ashereinbefore described, and as the piston l3 approaches the end of itscompression travel, the more volatile contents of said fuel are ignited,and the remainder thereof is forced through restricted apertures m, m,tion chamber N, together with a flame of ignited gases, and ignitionoccursin said combustion chamber.

The engine is controlled by the position of the needle valve S. Exhaustof the contents of the combustion chamber is efiected at the end of thepower travel of the piston through exhaust Y, and a new supply of air isobtained in said chamber from the crank case A, through passageway -X,in the usual manner of efiecting exhaust and inspiration in two cycleengines.

. The operation recited is repeated so long.

by' needle valve charge end of said inlet, an annular air outlet,

storage chamber provided with an means to supply air under crank casepressure to said air storage chamber, a valve seat on said air outlet,valves rigidly joined in spaced relation andarranged to simulin thesiame into the combuS-, [I

taneously eo-aet with said seats, and a to the 'imporize'r inlet intosaid wapozizing 1120 an annular fuel storage chamber positioned chamberand through said itestridbed umflet. between said valves,said valve tosaid air Signed at Ghicago, ibis 26th day of June, outlet arranged tononnally obstruct com- 1919. munication between slid storage clmmbers',"

and when unseabed to discharge air; under I WALDO TE crank casepressure, from said air stnmge In the'preseuoe 0fv chamber on to fuel insaid fuel storage Cmmms- TURNER BROWN; "chamber and force said fuel oversaid valve J. F. 13mm.

